EP3631238B1 - Torsional vibration damper with torque limiter - Google Patents
Torsional vibration damper with torque limiter Download PDFInfo
- Publication number
- EP3631238B1 EP3631238B1 EP18727135.8A EP18727135A EP3631238B1 EP 3631238 B1 EP3631238 B1 EP 3631238B1 EP 18727135 A EP18727135 A EP 18727135A EP 3631238 B1 EP3631238 B1 EP 3631238B1
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- EP
- European Patent Office
- Prior art keywords
- torque
- torsional vibration
- vibration damper
- input part
- stage
- Prior art date
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- 230000007246 mechanism Effects 0.000 claims description 18
- 238000005096 rolling process Methods 0.000 claims description 12
- 230000007704 transition Effects 0.000 claims description 6
- 230000000295 complement effect Effects 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 description 11
- 238000013016 damping Methods 0.000 description 9
- 238000004519 manufacturing process Methods 0.000 description 3
- 238000013519 translation Methods 0.000 description 3
- 230000014616 translation Effects 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000000737 periodic effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/30—Flywheels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/1204—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon with a kinematic mechanism or gear system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
- F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
- F16F15/1414—Masses driven by elastic elements
- F16F15/1435—Elastomeric springs, i.e. made of plastic or rubber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/12—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted for accumulation of energy to absorb shocks or vibration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
- F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
- F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
- F16D7/025—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2230/00—Purpose; Design features
- F16F2230/0052—Physically guiding or influencing
- F16F2230/0064—Physically guiding or influencing using a cam
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2232/00—Nature of movement
- F16F2232/02—Rotary
Definitions
- the invention relates to a torsional vibration damper with a torque limiter according to claim 1, in particular for a clutch disk within a drive train of a motor vehicle.
- the invention relates to a clutch disk with the torsional vibration damper according to the invention for arrangement within a drive train of a motor vehicle.
- the invention relates to a flywheel with a clutch disk having the torsional vibration damper according to the invention.
- Torsional vibration dampers are generally known and are usually arranged between a crankshaft of an internal combustion engine and a drive shaft of a motor vehicle. The crankshaft is excited with periodic disturbances by the cycle of the internal combustion engine. So that these are not transmitted to the drive train, a torsional vibration damper is provided, which shifts the disruptive vibration resonances that occur in various operating situations to a speed range that is as low as possible below the operating speeds. Vibration resonances that remain in the operating speed range can be damped using an integrated friction device.
- the torsional vibration damper is equipped with an overload clutch, which is typically designed as a friction clutch connected in series, which slips when a certain torque is exceeded and absorbs the energy of the impact.
- a torque fluctuation absorbing device is known.
- the device is between a crankshaft of an engine and an input shaft arranged on the driven side.
- the crankshaft is connected to a flywheel on which a damper unit is formed which has friction linings.
- the input shaft includes a pair of drive plates, a plate driven between the drive plates, and a spring damper.
- the damper unit engages the friction linings between the drive plates, and the spring damper applies a spring force to the friction linings, whereby the friction linings can slip when they absorb at least a predetermined amount of torque, thereby limiting the torque or absorbing impacts.
- the precision with which the desired triggering moment of the torque limiter can be set is limited by the contact pressure of the spring damper and the rigidity of the parts accommodating the spring damper.
- a torsional vibration damper with an input part arranged about an axis of rotation and an output part that can be rotated about the axis of rotation to a limited extent against the action of a spring device in relation to the input part.
- the conversion of the relative rotation within the torsional vibration damper into an axial actuation of the spring device is based exclusively on free movements between components with rolling contacts.
- the torsional vibration damper allows different torsional characteristics to be mapped through a variation of translations, each of which utilizes the full capacity of the energy store.
- the triggering of a torque limiter is not described.
- the task is to specify a torsional vibration damper with a torque limiter, which can have a reduced installation space and reduced production costs.
- a torsional vibration damper with a torque limiter with the features of claim 1 by a clutch disc with the features of claim 7, and by a flywheel with a torsional vibration damper having the clutch disc according to the feature of claim 8
- Invention are specified in the subclaims and the following description, each of which individually or in combination can represent an aspect of the invention. All combinations as well as individual combinations between the features of the torsional vibration damper, the clutch disk and the flywheel with clutch disk can be used together. Furthermore, it is also provided and possible to combine individual or multiple features of the torsional vibration damper, the clutch disc and the flywheel with the clutch disc as desired.
- a torsional vibration damper with a torque limiter in particular for a clutch disk within a drive train of a motor vehicle, with an input part mounted to rotate about an axis of rotation and an output part arranged to rotate about the axis of rotation relative to the input part and limited in rotation against the action of a spring device, with the input part and the Output part at least two torque-transmitting intermediate elements are arranged radially shifting by means of cam gears in a relative rotation of the input part and output part, with the design of the cam gear and / or a design of the spring device at a Relative torsion between the input part and the output part, a torsional characteristic curve of a drive torque over the torsion angle is formed, which has a damper stage and an output stage adjoining the damper stage, the damper stage indicating a damping capacity of the drive torque over the torsion angle, and the end stage a torque limitation of the drive torque over the twist angle included.
- the torsional vibration damper with torque limiter has an input part rotatably mounted about an axis of rotation and an output part arranged such that it can rotate about the axis of rotation to a limited extent against the action of a spring device.
- the input part can preferably be operatively connected to a flywheel arranged on a drive shaft of a motor vehicle.
- the input part can preferably be firmly connected to the flywheel.
- the drive shaft can preferably be a crankshaft.
- the output part is preferably coupled or permanently connected to a drive shaft of a motor vehicle transmission.
- At least two torque-transmitting intermediate elements are arranged between the input part and the output part, which are designed to shift radially by means of cam gears when the input part and output part rotate relative to each other.
- a torsional characteristic curve of a drive torque over the angle of rotation is formed by the design of the cam mechanism and/or the design of the spring device.
- the torsional characteristic has a damper stage and an end stage adjoining the damper stage, with the damper stage indicating a damping capacity of the drive torque via the twist angle, and the end stage including a torque limitation of the drive torque via the twist angle.
- a preferred development of the invention lies in the fact that the torsional characteristic curve of the output stage includes a torque curve that falls, is constant and/or rises slightly over the angle of rotation.
- the cam gears After the triggering torque has been reached, i.e. during the transition to the output stage, the cam gears have a gear ratio so that with further rotation between the input part and output part and further deflection of the spring device, an increase in the transmitted drive torque can be reduced and/or avoided.
- the torque transmitted is preferably fed back via the torsion angle of the output stage, kept constant and/or designed to increase slightly, in each case in such a way that the energy from impacts can be absorbed in the spring elements of the torsional vibration damper.
- the torque increase is preferably less than 50% of the highest torque increase in the damping stage.
- the cam gears are each formed from radially effective ramp devices, with the ramp devices each having two different contours that adjoin one another in the pulling direction and in the pushing direction. This means that, starting from a neutral position, the ramp devices each have two adjacent and different contours in the pull direction and in the push direction.
- the translation of the cam mechanism can thus preferably be formed by the configuration of the ramp device of the cam mechanism.
- an advantageous development of the invention lies in the fact that the contours adjoining one another have a linear, convex and/or concave design and/or are designed in a free form.
- the first contour has a concave configuration in the pulling direction and the second contour adjoining the first contour has a linear configuration. It is also conceivable that the first contour and the second contour have a linear configuration, with the gradient of the linear first contour being different from the gradient of the linear second contour.
- the transition between the adjacent contours of the ramp device forms and/or defines the triggering moment in the direction of pull and/or direction of push.
- the triggering moment can be defined precisely via the transition between the contours.
- the translation of the cam gear can thus be determined via the configuration of the second contour, so that the torsional characteristic of the output stage, i.e. after the triggering torque has been reached or exceeded, has a constant and/or slightly increasing torque curve that falls over the torsion angle.
- a rolling body is arranged in each case between mutually complementary contours of a ramp device of a cam mechanism.
- the rolling body is preferably designed as a freely rolling, roller-shaped rolling element, which can preferably have an at least partially circumferential ring flange at the respective ends for axial securing.
- a relative rotation between the input part and output part can be translated into a movement of the intermediate elements, preferably via the contours of the ramp device in the cam gear with the respective freely rolling rolling elements arranged in the cam gear between two complementary contours, whereby the spring elements - for traction and shear load equally - parallel and purely axial can be actuated.
- the torsional moment required for the movement is first transmitted via the respective contour of the ramp device and rolling elements from the input part to the intermediate elements and then via the respective contour and rolling elements from the intermediate elements to the output part.
- the contours of the ramp device can be of the same design in the pull and push directions.
- a preferred development of the invention lies in the fact that the contours of the ramp device are designed differently from one another in the pull and push directions. In this way, different torsional characteristics can be generated in the pull direction and in the push direction.
- the invention also relates to a clutch disc for arrangement within a drive train of a motor vehicle with the torsional vibration damper according to the invention with a torque limiter.
- the clutch disk is preferably arranged between a drive shaft of a motor vehicle, preferably a crankshaft, and a drive shaft of a motor vehicle transmission.
- the clutch disk is particularly preferably arranged between a flywheel arranged on the crankshaft and the drive shaft of the motor vehicle transmission.
- the input part of the torsional vibration damper is connected to the flywheel in a rotationally fixed manner.
- a non-rotatable connection between the input part and the flywheel can preferably be produced via a screw connection and/or rivet connection.
- a non-rotatable connection between the input part and the flywheel can be produced in another way.
- the output part is preferably coupled in a torque-proof manner to the drive shaft of the motor vehicle transmission.
- the input part does not slip, as is usual with a slipping clutch.
- At least two torque-transmitting intermediate elements are arranged between the input part and the output part, which are designed to shift radially by means of cam gears when the input part and output part rotate relative to each other. In a relative rotation between the input part and the output part is through the design of the cam mechanism and / or training Spring device formed a torsional characteristic of a drive torque over the angle of rotation.
- the torsional characteristic has a damper stage and an end stage adjoining the damper stage, with the damper stage indicating a damping capacity of the drive torque via the twist angle, and the end stage including a torque limitation of the drive torque via the twist angle.
- the final stage begins when the triggering torque is reached, i.e. a predefined threshold value, whereby the torque transmission is limited as the torsion angle increases, so that the impacts can be absorbed.
- the triggering moment of the torque transmission can thus be specified precisely by the design of the cam mechanism and/or the design of the spring device.
- the invention also relates to a flywheel with a clutch disk having the torsional vibration damper according to the invention, the input part of the torsional vibration damper being and/or being non-rotatably connectable to the flywheel.
- the clutch disc is not coupled to the flywheel as a slipping clutch.
- the non-rotatable connection can preferably be a screw connection and/or rivet connection.
- other connection options are also conceivable, via which a non-rotatable connection can be produced between the flywheel and the input part.
- a torsional vibration damper 10 with a torque limiter is shown in a schematic representation.
- the torsional vibration damper 10 comprises an input part 14 which is mounted such that it can rotate about an axis of rotation 12 and an output part 18 which is arranged such that it can rotate about the axis of rotation 12 to a limited extent against the action of a spring device 16.
- the spring device 16 is arranged between the intermediate elements 20 and comprises at least two spring elements 24 or energy stores arranged spaced apart from one another.
- the input part 14 is thus coupled to the output part 18 via the intermediate elements 20 , two cam gears 22 being formed between the input part 14 and the respective intermediate element 20 and the output part being coupled to the respective intermediate element 20 via a cam gear 22 .
- the respective cam gears 22 have the same structure, with a cam gear 22 between the input part 14 and the intermediate element 20 being described in more detail as an example and shown in FIG 2 is shown in detail.
- the cam mechanism 22 is formed by a ramp device 26 formed on the input part 14 and on the intermediate part 20 and arranged in a complementary manner to one another, with the respective ramp device 26 having two adjacent, different contours 28 in the pull direction and in the push direction, i.e. a first contour 28a and a second contour 28b, and between the ramp devices 26 a rolling element 30 is arranged in the form of a roller-shaped rolling element.
- the contours 28 adjoining one another can have a linear, convex, concave configuration or be configured in a free form.
- the first contours 28a adjoining one another and the second contour 28b each have a linear configuration with different gradients in each case.
- a torsional characteristic curve 32 of a drive torque over the angle of twist is formed by the design of the cam mechanism 22 and the design of the spring device 16, as is preferably the case in FIGS Figures 3 to 5 is evident.
- the torsion characteristic 32 has a damper stage 34 and an end stage 36 adjoining the damper stage 34, with the damper stage 34 indicating a damping capacity of the drive torque via the twist angle, and the end stage 36 including a torque limitation of the drive torque via the twist angle.
- the transition 40 between the adjacent contours 28, in particular the first contour 28a and the second contour 28b, of the ramp device 26 in the pulling direction and/or the pushing direction preferably defines the triggering moment.
- the triggering moment 38 of the torque transmission can thus be specified precisely by the design of the cam mechanism 22.
- FIG. 3 to 5 Diagrams of different torsional characteristics 32 are shown, in which the torque or drive torque is shown over the angle of rotation of the input part 14 relative to the output part 18 .
- the torsion characteristic 32 is effective in the direction of thrust and direction of tension and has a two-stage damping stage 34 and a single-stage output stage 36 adjoining the damping stage 34 as the torsion angle increases.
- the push and rebound stages of the torsion characteristic are formed by the respective design of the ramp device 26, in particular the contours 28 and the design of the spring device 16.
- the damping stage 34 has a softer first spring stage and a harder second spring stage. After a threshold value of the drive torque, ie the triggering torque 38, and a predefined angle of rotation have been reached, there is no further or significant torque increase in the output stage 36. Accordingly, after the triggering torque 38 has been reached, that is to say during the transition to the output stage 36, the cam gears have a gear ratio so that with further twisting and further deflection of the spring device 16 there is no longer any increase in the transmitted torque. The transmitted torque is fed back via the torsion angle of the output stage 36, which is illustrated by the falling course of the torsion curve 32 in the output stage 36.
- FIG 5 another torsion characteristic 32 is shown.
- the course of torsional characteristic curve 32 in output stage 36 has a torque course that increases slightly over the angle of rotation. at a slightly increasing torque curve, the torque increase is less than 50% of the highest torque increase in the damping stage 34.
- the transmitted torque or drive torque is thus fed back via the torsion angle of the output stage 36, kept constant and/or designed to increase slightly, in each case in such a way that the energy from impacts can be absorbed in the spring elements 16 of the torsional vibration damper 10.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Operated Clutches (AREA)
Description
Die Erfindung betrifft einen Torsionsschwingungsdämpfer mit Drehmomentbegrenzer gemäß dem Anspruch 1, insbesondere für eine Kupplungsscheibe innerhalb eines Antriebsstrangs eines Kraftfahrzeugs.The invention relates to a torsional vibration damper with a torque limiter according to claim 1, in particular for a clutch disk within a drive train of a motor vehicle.
Zudem betrifft die Erfindung eine Kupplungsscheibe mit dem erfindungsgemäßen Torsionsschwingungsdämpfer zur Anordnung innerhalb eines Antriebstrangs eines Kraftfahrzeugs.In addition, the invention relates to a clutch disk with the torsional vibration damper according to the invention for arrangement within a drive train of a motor vehicle.
Des Weiteren betrifft die Erfindung ein Schwungrad mit einer den erfindungsgemäßen Torsionsschwingungsdämpfer aufweisenden Kupplungsscheibe. Torsionsschwingungsdämpfer sind allgemein bekannt und werden in der Regel zwischen einer Kurbelwelle eines Verbrennungsmotors und einer Antriebswelle eines Kraftfahrzeugs angeordnet. Durch den Takt des Verbrennungsmotors wird die Kurbelwelle mit periodischen Störungen angeregt. Damit diese nicht auf den Antriebsstrang übertragen werden, ist ein Torsionsschwingungsdämpfer vorgesehen, der die in verschiedenen Betriebssituationen auftretenden störenden Schwingungsresonanzen in einen Drehzahlbereich möglichst unterhalb der Betriebsdrehzahlen verschiebt. Im Betriebsdrehzahlbereich verbleibende Schwingungsresonanzen können über eine integrierte Reibeinrichtung gedämpft werden.Furthermore, the invention relates to a flywheel with a clutch disk having the torsional vibration damper according to the invention. Torsional vibration dampers are generally known and are usually arranged between a crankshaft of an internal combustion engine and a drive shaft of a motor vehicle. The crankshaft is excited with periodic disturbances by the cycle of the internal combustion engine. So that these are not transmitted to the drive train, a torsional vibration damper is provided, which shifts the disruptive vibration resonances that occur in various operating situations to a speed range that is as low as possible below the operating speeds. Vibration resonances that remain in the operating speed range can be damped using an integrated friction device.
Um den Antriebsstrang vor Übermomenten bei Impacts zu schützen, ist der Torsionsschwingungsdämpfer in einigen Anwendungen mit einer Überlastkupplung ausgestattet, die typischerweise als in Reihe geschaltete Reibungskupplung ausgeführt ist, welche bei Überschreiten eines bestimmten Drehmoments durchrutscht und die Energie der Impacts aufnimmt.In order to protect the drive train against excess torque during impacts, in some applications the torsional vibration damper is equipped with an overload clutch, which is typically designed as a friction clutch connected in series, which slips when a certain torque is exceeded and absorbs the energy of the impact.
Aus der
Die Präzision, mit der sich das gewünschte Auslösemoment des Drehmomentbegrenzers einstellen lässt, ist begrenzt durch die Anpresskraft des Federdämpfers und der Steifigkeit der den Federdämpfer aufnehmenden Teile.The precision with which the desired triggering moment of the torque limiter can be set is limited by the contact pressure of the spring damper and the rigidity of the parts accommodating the spring damper.
Weiterhin ist aus der
Es besteht ein regelmäßiges Bedürfnis, Torsionsschwingungsdämpfer mit einem Drehmomentbegrenzer weiterzuentwickeln, um das Auslösemoment präziser einstellen zu können. Zudem besteht ein regelmäßiges Bedürfnis, Herstellungskosten zu reduzieren und den Aufbau eines Torsionsschwingungsdämpfers mit einem Drehmomentbegrenzer zu vereinfachen.There is a regular need to further develop torsional vibration dampers with a torque limiter in order to be able to adjust the release torque more precisely. In addition, there is a constant need to reduce manufacturing costs and simplify the construction of a torsional vibration damper with a torque limiter.
Ferner ist aus der
Es ist die Aufgabe der Erfindung einen Torsionsschwingungsdämpfer mit einem Drehmomentbegrenzer bereitzustellen, wobei das Auslösemoment des Drehmomentbegrenzers in einfacher Weise einstellbar ist. Zudem ist es die Aufgabe einen Torsionsschwingungsdämpfer mit einem Drehmomentbegrenzer anzugeben, der einen reduzierten Bauraum und reduzierte Herstellungskosten aufweisen kann.It is the object of the invention to provide a torsional vibration damper with a torque limiter, the triggering moment of the torque limiter being adjustable in a simple manner. In addition, the task is to specify a torsional vibration damper with a torque limiter, which can have a reduced installation space and reduced production costs.
Die Lösung der Aufgabe erfolgt erfindungsgemäß durch einen Torsionsschwingungsdämpfer mit einem Drehmomentbegrenzer mit den Merkmalen des Anspruchs 1, durch eine Kupplungsscheibe mit den Merkmalen des Anspruchs 7, und durch ein Schwungrad mit einer den erfindungsgemäßen Torsionsschwingungsdämpfer aufweisenden Kupplungsscheibe gemäß dem Merkmal des Anspruchs 8. Bevorzugte Ausgestaltungen der Erfindung sind in den Unteransprüchen und der nachfolgenden Beschreibung angegeben, die jeweils einzeln oder in Kombination einen Aspekt der Erfindung darstellen können. Dabei können alle Kombinationen wie auch vereinzelte Kombinationen zwischen den Merkmalen des Torsionsschwingungsdämpfers, der Kupplungsscheibe und dem Schwungrad mit Kupplungsscheibe zusammen genutzt werden. Weiterhin ist es jeweils auch vorgesehen und möglich, einzelne oder mehrere Merkmale des Torsionsschwingungsdämpfers, der Kupplungsscheibe und dem Schwungrad mit Kupplungsscheibe beliebig zu kombinieren.The object is achieved according to the invention by a torsional vibration damper with a torque limiter with the features of claim 1, by a clutch disc with the features of claim 7, and by a flywheel with a torsional vibration damper having the clutch disc according to the feature of claim 8 Invention are specified in the subclaims and the following description, each of which individually or in combination can represent an aspect of the invention. All combinations as well as individual combinations between the features of the torsional vibration damper, the clutch disk and the flywheel with clutch disk can be used together. Furthermore, it is also provided and possible to combine individual or multiple features of the torsional vibration damper, the clutch disc and the flywheel with the clutch disc as desired.
Erfindungsgemäß ist ein Torsionsschwingungsdämpfer mit Drehmomentbegrenzer, insbesondere für eine Kupplungsscheibe innerhalb eines Antriebstrangs eines Kraftfahrzeugs vorgesehen, mit einem um eine Drehachse drehbar gelagerten Eingangsteil und einem gegenüber dem Eingangsteil um die Drehachse begrenzt entgegen der Wirkung einer Federeinrichtung verdrehbar angeordneten Ausgangsteil, wobei zwischen dem Eingangsteil und dem Ausgangsteil zumindest zwei momentübertragende Zwischenelemente mittels Kurvengetrieben bei einer Relativverdrehung von Eingangsteil und Ausgangsteil radial verlagernd angeordnet sind, wobei durch die Ausgestaltung der Kurvengetriebe und/oder eine Ausbildung der Federeinrichtung bei einer Relativverdrehung zwischen dem Eingangsteil und dem Ausgangsteil eine Torsionskennlinie eines Antriebsmoments über den Verdrehwinkel ausgebildet ist, die eine Dämpferstufe und eine an die Dämpferstufe angrenzende Endstufe aufweist, wobei die Dämpferstufe eine Dämpferkapazität des Antriebsmoments über den Verdrehwinkel angibt, und die Endstufe eine Drehmomentbegrenzung des Antriebsmoments über den Verdrehwinkel umfasst.According to the invention, a torsional vibration damper with a torque limiter is provided, in particular for a clutch disk within a drive train of a motor vehicle, with an input part mounted to rotate about an axis of rotation and an output part arranged to rotate about the axis of rotation relative to the input part and limited in rotation against the action of a spring device, with the input part and the Output part at least two torque-transmitting intermediate elements are arranged radially shifting by means of cam gears in a relative rotation of the input part and output part, with the design of the cam gear and / or a design of the spring device at a Relative torsion between the input part and the output part, a torsional characteristic curve of a drive torque over the torsion angle is formed, which has a damper stage and an output stage adjoining the damper stage, the damper stage indicating a damping capacity of the drive torque over the torsion angle, and the end stage a torque limitation of the drive torque over the twist angle included.
Es ist somit ein Aspekt der Erfindung, dass der Torsionsschwingungsdämpfer mit Drehmomentbegrenzer ein um eine Drehachse drehbar gelagertes Eingangsteil und ein gegenüber dem Eingangsteil um die Drehachse begrenzt entgegen der Wirkung einer Federeinrichtung verdrehbar angeordnetes Ausgangsteil aufweist. Das Eingangsteil kann vorzugsweise mit einem auf einer Antriebswelle eines Kraftfahrzeugs angeordneten Schwungrad in Wirkverbindung stehen. Insbesondere kann das Eingangsteil vorzugsweise fest mit dem Schwungrad verbunden sein. Die Antriebswelle kann vorzugsweise eine Kurbelwelle sein. Das Ausgangsteil ist vorzugsweise mit einer Antriebswelle eines Kraftfahrzeuggetriebes gekoppelt bzw. fest verbunden. Zwischen dem Eingangsteil und dem Ausgangsteil sind zumindest zwei momentübertragende Zwischenelemente angeordnet, die mittels Kurvengetriebe bei einer Relativverdrehung von Eingangsteil und Ausgangsteil radial verlagernd ausgebildet sind. Bei einer Relativverdrehung zwischen dem Eingangsteil und dem Ausgangsteil wird durch die Ausgestaltung der Kurvengetriebe und/oder Ausbildung der Federeinrichtung eine Torsionskennlinie eines Antriebsmoments über den Verdrehwinkel ausgebildet. Die Torsionskennlinie weist eine Dämpferstufe und eine an die Dämpferstufe angrenzende Endstufe auf, wobei die Dämpferstufe eine Dämpferkapazität des Antriebsmoments über den Verdrehwinkel angibt, und die Endstufe eine Drehmomentbegrenzung des Antriebsmoments über den Verdrehwinkel umfasst. Das heißt, durch die Ausgestaltung der Kurvengetriebe und/oder Ausbildung der Federeinrichtung erfolgt bei einer Relativverdrehung zwischen dem Eingangsteil und dem Ausgangsteil in der Dämpferstufe einen Drehmomentübertragung über den Verdrehwinkel in Abhängigkeit der Torsionskennlinie. Die Endstufe beginnt durch das Erreichen des Auslösemoments, also eines vordefinierten Schwellenwerts, wobei die Drehmomentübertragung bei zunehmenden Verdrehwinkel begrenzt wird, wodurch vorzugsweise Impacts aufgenommen werden können. Das Auslösemoment der Drehmomentübertragung kann somit durch die Ausbildung der Kurvengetriebe und/oder Ausbildung der Federeinrichtung präzise angegeben werden. Zudem kann der Bauraum reduziert werden, da eine Drehmomentbegrenzung vorzugsweise durch die Ausbildung der Kurvengetriebe erfolgen kann. Somit können auch Herstellungskosten reduziert werden.It is thus an aspect of the invention that the torsional vibration damper with torque limiter has an input part rotatably mounted about an axis of rotation and an output part arranged such that it can rotate about the axis of rotation to a limited extent against the action of a spring device. The input part can preferably be operatively connected to a flywheel arranged on a drive shaft of a motor vehicle. In particular, the input part can preferably be firmly connected to the flywheel. The drive shaft can preferably be a crankshaft. The output part is preferably coupled or permanently connected to a drive shaft of a motor vehicle transmission. At least two torque-transmitting intermediate elements are arranged between the input part and the output part, which are designed to shift radially by means of cam gears when the input part and output part rotate relative to each other. In the event of a relative rotation between the input part and the output part, a torsional characteristic curve of a drive torque over the angle of rotation is formed by the design of the cam mechanism and/or the design of the spring device. The torsional characteristic has a damper stage and an end stage adjoining the damper stage, with the damper stage indicating a damping capacity of the drive torque via the twist angle, and the end stage including a torque limitation of the drive torque via the twist angle. This means that due to the design of the cam mechanism and/or the design of the spring device, when there is a relative rotation between the input part and the output part in the damper stage, torque is transmitted via the twisting angle as a function of the torsion characteristic. The final stage begins when the triggering moment is reached, that is to say a predefined threshold value, with the torque transmission being limited as the twisting angle increases, as a result of which impacts are preferably absorbed can become. The triggering moment of the torque transmission can thus be specified precisely by the design of the cam mechanism and/or the design of the spring device. In addition, the installation space can be reduced, since a torque limitation can preferably take place through the design of the cam mechanism. Thus, manufacturing costs can also be reduced.
Eine bevorzugte Weiterbildung der Erfindung liegt darin, dass die Torsionskennlinie der Endstufe einen über den Verdrehwinkel abfallenden, konstanten und/oder leicht ansteigenden Momentenverlauf umfasst. Die Kurvengetriebe weisen demnach nach Erreichen des Auslösemoments, also beim Übergang in die Endstufe, eine Übersetzung auf, so dass bei weiterer Verdrehung zwischen Eingangsteil und Ausgangsteil und einer weiteren Einfederung der Federeinrichtung ein Anstieg des übertragenden Antriebsmoments reduziert und/oder vermieden werden kann. Das übertragene Moment wird vorzugsweise über den Verdrehwinkel der Endstufe zurückgeführt, konstant gehalten und/oder leicht ansteigend gestaltet, jeweils in der Weise, dass die Energie von Impacts in den Federelementen des Torsionsschwingungsdämpfers aufgenommen werden kann. Bei einem leicht ansteigenden Momentenverlauf ist die Momentensteigerung vorzugsweise kleiner als 50% der höchsten Momentensteigerung in der Dämpfungsstufe.A preferred development of the invention lies in the fact that the torsional characteristic curve of the output stage includes a torque curve that falls, is constant and/or rises slightly over the angle of rotation. After the triggering torque has been reached, i.e. during the transition to the output stage, the cam gears have a gear ratio so that with further rotation between the input part and output part and further deflection of the spring device, an increase in the transmitted drive torque can be reduced and/or avoided. The torque transmitted is preferably fed back via the torsion angle of the output stage, kept constant and/or designed to increase slightly, in each case in such a way that the energy from impacts can be absorbed in the spring elements of the torsional vibration damper. With a slightly increasing torque profile, the torque increase is preferably less than 50% of the highest torque increase in the damping stage.
Die Kurvengetriebe sind jeweils aus radial wirksamen Rampeneinrichtungen ausgebildet, wobei die Rampeneinrichtungen in Zugrichtung und in Schubrichtung jeweils zwei aneinander angrenzende, voneinander verschiedene Konturen aufweisen. Dies bedeutet, dass die Rampeneinrichtungen ausgehend von einer Neutralstellung in Zugrichtung und in Schubrichtung jeweils zwei aneinander angrenzende und voneinander verschiedene Konturen aufweisen. Somit kann vorzugsweise durch die Ausgestaltung der Rampeneinrichtung der Kurvengetriebe die Übersetzung des Kurvengetriebes ausgebildet werden.The cam gears are each formed from radially effective ramp devices, with the ramp devices each having two different contours that adjoin one another in the pulling direction and in the pushing direction. This means that, starting from a neutral position, the ramp devices each have two adjacent and different contours in the pull direction and in the push direction. The translation of the cam mechanism can thus preferably be formed by the configuration of the ramp device of the cam mechanism.
In diesem Zusammenhang liegt eine vorteilhafte Weiterbildung der Erfindung darin, dass die aneinander angrenzenden Konturen eine lineare, konvexe und/oder konkave Ausgestaltung aufweisen und/oder in Freiform ausgebildet sind. Vorzugsweise kann die erste Kontur in Zugrichtung eine konkave Ausgestaltung und die an die erste Kontur angrenzende zweite Kontur eine lineare Ausgestaltung aufweisen. Ebenso ist es denkbar, dass die erste Kontur und die zweite Kontur eine lineare Ausgestaltung aufweisen, wobei die Steigung der linearen ersten Kontur verschieden von der Steigung der linearen zweiten Kontur ist.In this context, an advantageous development of the invention lies in the fact that the contours adjoining one another have a linear, convex and/or concave design and/or are designed in a free form. Preferably can the first contour has a concave configuration in the pulling direction and the second contour adjoining the first contour has a linear configuration. It is also conceivable that the first contour and the second contour have a linear configuration, with the gradient of the linear first contour being different from the gradient of the linear second contour.
Gemäß einer bevorzugten Weiterbildung der Erfindung ist vorgesehen, dass der Übergang zwischen den aneinander angrenzenden Konturen der Rampeneinrichtung in Zugrichtung und/oder Schubrichtung das Auslösemoment ausbildet und/oder definiert. Auf diese Weise kann über den Übergang zwischen den Konturen das Auslösemoment präzise festgelegt werden. Über die Ausgestaltung der zweiten Kontur kann somit die Übersetzung des Kurvengetriebes festgelegt werden, so dass die Torsionskennlinie der Endstufe, also nach Erreichen bzw. Überschreiten des Auslösemoments, einen über den Verdrehwinkel abfallenden, konstanten und/oder leicht ansteigenden Momentenverlauf aufweist.According to a preferred development of the invention, it is provided that the transition between the adjacent contours of the ramp device forms and/or defines the triggering moment in the direction of pull and/or direction of push. In this way, the triggering moment can be defined precisely via the transition between the contours. The translation of the cam gear can thus be determined via the configuration of the second contour, so that the torsional characteristic of the output stage, i.e. after the triggering torque has been reached or exceeded, has a constant and/or slightly increasing torque curve that falls over the torsion angle.
Zwischen zueinander komplementären Konturen einer Rampeneinrichtung eines Kurvengetriebes ist jeweils ein Wälzkörper angeordnet. Der Wälzkörper ist vorzugsweise als frei abrollendes, rollenförmiges Wälzelement ausgebildet, das zur axialen Sicherung vorzugsweise eine zumindest teilweise umlaufende Ringborde an den jeweiligen Enden aufweisen kann. Auf diese Weise kann eine Relativverdrehung zwischen dem Eingangsteil und Ausgangsteil vorzugsweise über die Konturen der Rampeneinrichtung in den Kurvengetriebe mit den jeweiligen in den Kurvengetrieben zwischen zwei komplementären Konturen angeordneten frei abrollenden Wälzkörpern in eine Bewegung der Zwischenelemente übersetzt werden, wodurch die Federelemente - für Zug- und Schubbelastung gleichermaßen - parallel und rein axial betätigt werden können. Das für die Bewegung erforderliche Torsionsmoment wird über die jeweilige Kontur der Rampeneinrichtung und Wälzkörper zunächst vom Eingangsteil auf die Zwischenelemente und anschließend über die jeweiligen Kontur und Wälzkörper von den Zwischenelementen auf das Ausgangsteil übertragen.A rolling body is arranged in each case between mutually complementary contours of a ramp device of a cam mechanism. The rolling body is preferably designed as a freely rolling, roller-shaped rolling element, which can preferably have an at least partially circumferential ring flange at the respective ends for axial securing. In this way, a relative rotation between the input part and output part can be translated into a movement of the intermediate elements, preferably via the contours of the ramp device in the cam gear with the respective freely rolling rolling elements arranged in the cam gear between two complementary contours, whereby the spring elements - for traction and shear load equally - parallel and purely axial can be actuated. The torsional moment required for the movement is first transmitted via the respective contour of the ramp device and rolling elements from the input part to the intermediate elements and then via the respective contour and rolling elements from the intermediate elements to the output part.
Grundsätzlich können die Konturen der Rampeneinrichtung in Zug- und Schubrichtung gleich ausgebildet sein. Eine bevorzugte Weiterbildung der Erfindung liegt darin, dass die Konturen der Rampeneinrichtung in Zug- und Schubrichtung voneinander verschieden ausgebildet sind. Auf diese Weise können in Zugrichtung und in Schubrichtung unterschiedliche Torsionskennlinien erzeugt werden.In principle, the contours of the ramp device can be of the same design in the pull and push directions. A preferred development of the invention lies in the fact that the contours of the ramp device are designed differently from one another in the pull and push directions. In this way, different torsional characteristics can be generated in the pull direction and in the push direction.
Die Erfindung betrifft zudem eine Kupplungsscheibe zur Anordnung innerhalb eines Antriebstrangs eines Kraftfahrzeugs mit dem erfindungsgemäßen Torsionsschwingungsdämpfer mit Drehmomentbegrenzer.The invention also relates to a clutch disc for arrangement within a drive train of a motor vehicle with the torsional vibration damper according to the invention with a torque limiter.
Die Kupplungsscheibe ist vorzugsweise zwischen einer Antriebswelle eines Kraftfahrzeugs, vorzugsweise einer Kurbelwelle, und einer Antriebswelle eines Kraftfahrzeuggetriebes angeordnet. Besonders bevorzugt ist die Kupplungsscheibe zwischen einem auf der Kurbelwelle angeordneten Schwungrad und der Antriebswelle des Kraftfahrzeuggetriebes angeordnet.The clutch disk is preferably arranged between a drive shaft of a motor vehicle, preferably a crankshaft, and a drive shaft of a motor vehicle transmission. The clutch disk is particularly preferably arranged between a flywheel arranged on the crankshaft and the drive shaft of the motor vehicle transmission.
In einer bevorzugten Weiterbildung der Erfindung ist vorgesehen, dass das Eingangsteil des Torsionsschwingungsdämpfers drehfest mit dem Schwungrad verbunden ist. Eine drehfeste Verbindung zwischen dem Eingangsteil und dem Schwungrad kann vorzugsweise über eine Schraubverbindung und/oder Nietverbindung hergestellt werden. Es ist jedoch auch denkbar, dass auf eine andere Art und Weise eine drehfeste Verbindung zwischen dem Eingangsteil und den Schwungrad hergestellt werden kann. Das Ausgangsteil ist vorzugsweise drehfest mit der Antriebswelle des Kraftfahrzeuggetriebes gekoppelt. Bei einer Relativverdrehung zwischen dem Eingangsteil und dem Ausgangsteil, insbesondere bei einem Impact, also größeren Stößen bei Drehzahlunterschieden zwischen der Kurbelwelle und der Antriebswelle des Kraftfahrzeuggetriebes, rutscht das Eingangsteil nicht durch, wie dies bei einer Rutschkupplung üblich ist. Zwischen dem Eingangsteil und dem Ausgangsteil sind zumindest zwei momentübertragende Zwischenelemente angeordnet, die mittels Kurvengetriebe bei einer Relativverdrehung von Eingangsteil und Ausgangsteil radial verlagernd ausgebildet sind. Bei einer Relativverdrehung zwischen dem Eingangsteil und dem Ausgangsteil wird durch die Ausgestaltung der Kurvengetriebe und/oder Ausbildung der Federeinrichtung eine Torsionskennlinie eines Antriebsmoments über den Verdrehwinkel ausgebildet. Die Torsionskennlinie weist eine Dämpferstufe und eine an die Dämpferstufe angrenzende Endstufe auf, wobei die Dämpferstufe eine Dämpferkapazität des Antriebsmoments über den Verdrehwinkel angibt, und die Endstufe eine Drehmomentbegrenzung des Antriebsmoments über den Verdrehwinkel umfasst. Das heißt, durch die Ausgestaltung der Kurvengetriebe und/oder Ausbildung der Federeinrichtung erfolgt bei einer Relativverdrehung zwischen dem Eingangsteil und dem Ausgangsteil in der Dämpferstufe einen Drehmomentübertragung über den Verdrehwinkel in Abhängigkeit der Torsionskennlinie. Die Endstufe beginnt durch das Erreichen des Auslösemoments, also eines vordefinierten Schwellenwerts, wobei die Drehmomentübertragung bei zunehmenden Verdrehwinkel begrenzt wird, wodurch die Impacts aufgenommen werden können. Das Auslösemoment der Drehmomentübertragung kann somit durch die Ausbildung der Kurvengetriebe und/oder Ausbildung der Federeinrichtung präzise angegeben werden.In a preferred development of the invention, it is provided that the input part of the torsional vibration damper is connected to the flywheel in a rotationally fixed manner. A non-rotatable connection between the input part and the flywheel can preferably be produced via a screw connection and/or rivet connection. However, it is also conceivable that a non-rotatable connection between the input part and the flywheel can be produced in another way. The output part is preferably coupled in a torque-proof manner to the drive shaft of the motor vehicle transmission. In the event of a relative rotation between the input part and the output part, in particular in the event of an impact, i.e. larger shocks when there are speed differences between the crankshaft and the drive shaft of the motor vehicle transmission, the input part does not slip, as is usual with a slipping clutch. At least two torque-transmitting intermediate elements are arranged between the input part and the output part, which are designed to shift radially by means of cam gears when the input part and output part rotate relative to each other. In a relative rotation between the input part and the output part is through the design of the cam mechanism and / or training Spring device formed a torsional characteristic of a drive torque over the angle of rotation. The torsional characteristic has a damper stage and an end stage adjoining the damper stage, with the damper stage indicating a damping capacity of the drive torque via the twist angle, and the end stage including a torque limitation of the drive torque via the twist angle. This means that due to the design of the cam mechanism and/or the design of the spring device, when there is a relative rotation between the input part and the output part in the damper stage, torque is transmitted via the twisting angle as a function of the torsion characteristic. The final stage begins when the triggering torque is reached, i.e. a predefined threshold value, whereby the torque transmission is limited as the torsion angle increases, so that the impacts can be absorbed. The triggering moment of the torque transmission can thus be specified precisely by the design of the cam mechanism and/or the design of the spring device.
Die Erfindung betrifft zudem ein Schwungrad mit einer den erfindungsgemäßen Torsionsschwingungsdämpfer aufweisenden Kupplungsscheibe, wobei das Eingangsteil des Torsionsschwingungsdämpfers drehfest mit dem Schwungrad verbindbar und/oder verbunden ist. Auf diese Weise ist die Kupplungsscheibe nicht als Rutschkupplung mit dem Schwungrad gekoppelt. Über die drehfeste Verbindung des Eingangsteils mit dem Schwungrad liegt vorzugsweise eine kraftschlüssige drehfeste Verbindung vor. Die drehfeste Verbindung kann vorzugsweise eine Schraubverbindung und/oder Nietverbindung sein. Es sind jedoch auch andere Verbindungsmöglichkeiten denkbar, über die eine drehfeste Verbindung zwischen dem Schwungrad und dem Eingangsteil herstellbar ist.The invention also relates to a flywheel with a clutch disk having the torsional vibration damper according to the invention, the input part of the torsional vibration damper being and/or being non-rotatably connectable to the flywheel. In this way, the clutch disc is not coupled to the flywheel as a slipping clutch. There is preferably a non-positive, non-rotatable connection via the non-rotatable connection of the input part to the flywheel. The non-rotatable connection can preferably be a screw connection and/or rivet connection. However, other connection options are also conceivable, via which a non-rotatable connection can be produced between the flywheel and the input part.
Nachfolgend wird die Erfindung unter Bezugnahme auf die anliegenden Zeichnungen anhand bevorzugter Ausführungsbeispiele exemplarisch erläutert, wobei die nachfolgend dargestellten Merkmale sowohl jeweils einzeln als auch in Kombination einen Aspekt der Erfindung darstellen können. Es zeigen:
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Fig. 1 einen Torsionsschwingungsdämpfer mit Drehmomentbegrenzer in schematischer Darstellung, gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, -
Fig. 2 ein Kurvengetriebe in schematischer Darstellung, gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, -
Fig. 3 eine Ausführungsform einer Torsionskennlinie mit Endstufe, gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, -
Fig. 4 eine weitere Ausführungsform einer Torsionskennlinie mit Endstufe, gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, -
Fig. 5 eine weitere Ausführungsform einer Torsionskennlinie mit Endstufe, gemäß einem bevorzugten Ausführungsbeispiel der Erfindung.
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1 a torsional vibration damper with torque limiter in a schematic representation, according to a preferred embodiment of the invention, -
2 a cam gear in a schematic representation, according to a preferred embodiment of the invention, -
3 an embodiment of a torsional characteristic with output stage, according to a preferred embodiment of the invention, -
4 a further embodiment of a torsion characteristic with output stage, according to a preferred embodiment of the invention, -
figure 5 a further embodiment of a torsional characteristic with output stage, according to a preferred embodiment of the invention.
In
Das Eingangsteil 14 ist somit über die Zwischenelemente 20 mit dem Ausgangsteil 18 gekoppelt, wobei zwischen dem Eingangsteil 14 und dem jeweiligen Zwischenelement 20 zwei Kurvengetriebe 22 ausgebildet sind und das Ausgangsteil mit dem jeweiligen Zwischenelement 20 über ein Kurvengetriebe 22 gekoppelt ist. Die jeweiligen Kurvengetriebe 22 sind gleich aufgebaut, wobei exemplarisch ein Kurvengetriebe 22 zwischen dem Eingangsteil 14 und dem Zwischenelement 20 näher beschrieben wird und in
Das Kurvengetriebe 22 wird durch eine an dem Eingangsteil 14 und an dem Zwischenteil 20 ausgebildete zueinander komplementär angeordnete Rampeneinrichtungen 26 ausgebildet, wobei die jeweilige Rampeneinrichtung 26 in Zugrichtung und in Schubrichtung jeweils zwei aneinander angrenzende, voneinander verschiedene Konturen 28, also eine erste Kontur 28a und eine zweite Kontur 28b, aufweist, und zwischen den Rampeneinrichtungen 26 ein Wälzkörper 30 in Form eines rollenförmigen Wälzelements angeordnet ist.The
Grundsätzlich können die aneinander angrenzenden Konturen 28 eine lineare, konvexe, konkave Ausgestaltung aufweisen oder in Freiform ausgebildet sind. Im vorliegenden Ausführungsbeispiel weisen die aneinander angrenzende erste Konturen 28a und die zweite Kontur 28b jeweils eine lineare Ausgestaltung mit jeweils unterschiedlichen Steigungen auf.In principle, the
Bei einer Relativverdrehung zwischen dem Eingangsteil 14 und dem Ausgangsteil 18 wird durch die Ausgestaltung der Kurvengetriebe 22 und der Ausbildung der Federeinrichtung 16 eine Torsionskennlinie 32 eines Antriebsmoments über den Verdrehwinkel ausgebildet, wie dies vorzugsweise in den
Der Übergang 40 zwischen den aneinander angrenzenden Konturen 28, insbesondere der ersten Kontur 28a und der zweiten Kontur 28b, der Rampeneinrichtung 26 in der Zugrichtung und/oder der Schubrichtung definiert vorzugsweise das Auslösemoment. Das Auslösemoment 38 der Drehmomentübertragung kann somit durch die Ausbildung der Kurvengetriebe 22 präzise angegeben werden.The
In den
Die Dämpfungsstufe 34 weist eine weichere erste Federstufe und eine härtere zweite Federstufe auf. Nachdem ein Schwellenwert des Antriebsmoments, also das Auslösemoment 38, und eine vordefinierter Verdrehwinkel erreicht sind, erfolgt in der Endstufe 36 keine weitere bzw. signifikante Momentenzunahme. Die Kurvengetriebe weisen demnach nach Erreichen des Auslösemoments 38, also beim Übergang in die Endstufe 36, eine Übersetzung auf, so dass sich bei weiterer Verdrehung und weiterer Einfederung der Federeinrichtung 16 kein Anstieg des übertragenden Moments mehr ergibt. Das übertragene Drehmoment wird über den Verdrehwinkel der Endstufe 36 zurückgeführt, was durch den abfallenden Verlauf der Torsionskurve 32 in der Endstufe 36 dargestellt ist.The damping
In
In
Das übertragene Drehmoment bzw. Antriebsmoment wird somit über den Verdrehwinkel der Endstufe 36 zurückgeführt, konstant gehalten und/oder leicht ansteigend gestaltet, jeweils in der Weise, dass die Energie von Impacts in den Federelementen 16 des Torsionsschwingungsdämpfers 10 aufgenommen werden kann.The transmitted torque or drive torque is thus fed back via the torsion angle of the
Claims (7)
- A torsional vibration damper (10) with a torque limiter, in particular for a clutch plate within a drive train of a motor vehicle, with an input part (14) rotatably mounted about a rotational axis (12), andan output part (18) which is twistably arranged such that it can be rotated counter to the action of a spring device (16) to a limited extent about the rotational axis (12) relative to the input part (14), whereinat least two torque-transmitting intermediate elements (20) are arranged between the input part (14) and the output part (18) so as to move radially by means of cam mechanisms (22) in the case of a relative rotation of the input part (14) and the output part (18), wherein,in the case of a relative rotation between the input part and the output part, a torsional characteristic curve (32) of a drive torque over the rotary angle is configured by way of the configuration of the cam mechanisms (22) and/or a configuration of the spring device (16), which torsional characteristic curve has a damper stage (34) and an end stage (36) which adjoins the damper stage (34), wherein the damper stage (34) specifies a damper capacity of the drive torque over the rotary angle, and the end stage (36) comprises a torque limitation of the drive torque over the rotary angle, wherein the cam mechanisms (22) are each formed from radially effective ramp devices (26), characterised in that the ramp devices (26) each have two contours (28) that adjoin one another and differ from one another in the pulling direction and in the pushing direction, and a rolling element (30) is arranged between mutually complementary contours (28) of a ramp device (26) of a cam mechanism (22).
- The torsional vibration damper according to claim 1, characterised in that the torsional characteristic curve (32) of the end stage (36) comprises a torque curve which falls, is constant and/or rises slightly over the angle of rotation.
- The torsional vibration damper according to claim 1 or 2, characterised in that the contours (28) adjoining one another have a linear, convex and/or concave configuration and/or are formed in a free shape.
- The torsional vibration damper according to one of claims 1 to 3, characterised in that the transition (40) between the contours (28) of the ramp device (26) adjoining one another in the pulling direction and/or the pushing direction forms the release torque.
- The torsional vibration damper according to one of claims 1 to 4, characterised in that the contours (28) of the ramp device (26) are formed in different pulling and pushing directions to one another.
- A clutch plate for arrangement inside a drive train of a motor vehicle having a torsional vibration damper (10) according to one of the preceding claims.
- A flywheel with a clutch plate having a torsional vibration damper according to claim 6, wherein the input part of the torsional vibration damper is and/or can be connected to the flywheel in a torsionally fixed manner.
Applications Claiming Priority (2)
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DE102017111185 | 2017-05-23 | ||
PCT/DE2018/100428 WO2018215018A1 (en) | 2017-05-23 | 2018-05-04 | Torsional vibration damper with torque limiter |
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EP3631238A1 EP3631238A1 (en) | 2020-04-08 |
EP3631238B1 true EP3631238B1 (en) | 2023-01-04 |
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EP18727135.8A Active EP3631238B1 (en) | 2017-05-23 | 2018-05-04 | Torsional vibration damper with torque limiter |
Country Status (6)
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US (1) | US11015677B2 (en) |
EP (1) | EP3631238B1 (en) |
JP (1) | JP6903157B2 (en) |
KR (1) | KR102541840B1 (en) |
CN (1) | CN110662908B (en) |
WO (1) | WO2018215018A1 (en) |
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DE102018107993A1 (en) | 2018-04-05 | 2019-10-10 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper, clutch disc and clutch |
DE102018108142A1 (en) | 2018-04-06 | 2019-10-10 | Schaeffler Technologies AG & Co. KG | Clutch disc with pendulum rocker damper with only one direction of movement between its flange areas; as well as friction clutch |
DE102018108435A1 (en) | 2018-04-10 | 2019-10-10 | Schaeffler Technologies AG & Co. KG | torsional vibration dampers |
DE102018108414A1 (en) * | 2018-04-10 | 2019-10-10 | Schaeffler Technologies AG & Co. KG | torsional vibration dampers |
DE102018108441A1 (en) | 2018-04-10 | 2019-10-10 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper, clutch disc and clutch |
DE102019121205A1 (en) | 2019-02-27 | 2020-08-27 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper with a rotation axis for a drive train |
DE102019121204A1 (en) * | 2019-02-27 | 2020-08-27 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper with a rotation axis for a drive train |
CN109899254B (en) * | 2019-03-11 | 2021-01-05 | 卢奕彰 | Gravity linkage device |
DE102019115759A1 (en) | 2019-06-11 | 2020-12-17 | Schaeffler Technologies AG & Co. KG | Double clutch arrangement with torsional vibration damper |
DE102019115752A1 (en) * | 2019-06-11 | 2020-12-17 | Schaeffler Technologies AG & Co. KG | Pulley decoupler with a rotation axis for a belt drive of an internal combustion engine |
DE102020110889B4 (en) | 2020-04-22 | 2022-01-05 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper with a couplable damper system, as well as a drive train with torsional vibration damper |
DE102020117260A1 (en) * | 2020-05-06 | 2021-11-11 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper with a rotation axis for a drive train |
DE102020117261A1 (en) * | 2020-05-06 | 2021-11-11 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper with a rotation axis for a drive train |
DE102020127459A1 (en) | 2020-08-14 | 2022-02-17 | Schaeffler Technologies AG & Co. KG | Pendulum rocker damper with multi-part rocker element; and hybrid powertrain |
DE102020127458A1 (en) | 2020-08-14 | 2022-02-17 | Schaeffler Technologies AG & Co. KG | Pendulum rocker damper with adjustable friction device; and hybrid powertrain |
DE102020127456B4 (en) | 2020-08-14 | 2022-05-25 | Schaeffler Technologies AG & Co. KG | Oscillating rocker damper with overload protection and hybrid drive train |
DE102020127457A1 (en) | 2020-08-14 | 2022-02-17 | Schaeffler Technologies AG & Co. KG | hybrid drive train with rocker damper; as well as motor vehicle |
DE102021102931B3 (en) * | 2021-02-09 | 2022-05-19 | Schaeffler Technologies AG & Co. KG | Oscillating rocker damper with a torsion axis |
DE102021107235B3 (en) | 2021-03-23 | 2022-01-05 | Schaeffler Technologies AG & Co. KG | Compact pendulum rocker damper arrangement |
DE102021112758B3 (en) | 2021-05-18 | 2022-08-11 | Schaeffler Technologies AG & Co. KG | Oscillating rocker damper with radial internal stops |
DE102022103445A1 (en) | 2022-02-15 | 2023-08-17 | Schaeffler Technologies AG & Co. KG | rocker damper |
DE102022109610A1 (en) | 2022-04-21 | 2023-10-26 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper with a rotation axis for a drive train |
DE102022130962A1 (en) | 2022-11-23 | 2024-05-23 | Schaeffler Technologies AG & Co. KG | Pendulum rocker damper for a drive train of a motor vehicle, as well as drive train for a motor vehicle |
DE102022131021A1 (en) | 2022-11-23 | 2024-05-23 | Schaeffler Technologies AG & Co. KG | Pendulum rocker damper for a motor vehicle drive train |
DE102022133250A1 (en) | 2022-12-14 | 2024-06-20 | Schaeffler Technologies AG & Co. KG | Pendulum rocker damper for a drive train of a motor vehicle, as well as drive train for a motor vehicle |
DE102022133249B3 (en) | 2022-12-14 | 2024-04-11 | Schaeffler Technologies AG & Co. KG | Pendulum rocker damper for a drive train of a motor vehicle, as well as drive train for a motor vehicle |
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- 2018-05-04 KR KR1020197034218A patent/KR102541840B1/en active IP Right Grant
- 2018-05-04 WO PCT/DE2018/100428 patent/WO2018215018A1/en active Application Filing
- 2018-05-04 JP JP2019556192A patent/JP6903157B2/en active Active
- 2018-05-04 EP EP18727135.8A patent/EP3631238B1/en active Active
- 2018-05-04 US US16/605,495 patent/US11015677B2/en active Active
- 2018-05-04 CN CN201880033689.4A patent/CN110662908B/en active Active
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Also Published As
Publication number | Publication date |
---|---|
US20200124107A1 (en) | 2020-04-23 |
EP3631238A1 (en) | 2020-04-08 |
CN110662908B (en) | 2021-11-26 |
KR20200010261A (en) | 2020-01-30 |
KR102541840B1 (en) | 2023-06-12 |
WO2018215018A1 (en) | 2018-11-29 |
JP6903157B2 (en) | 2021-07-14 |
US11015677B2 (en) | 2021-05-25 |
CN110662908A (en) | 2020-01-07 |
JP2020516829A (en) | 2020-06-11 |
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